UC-NRLF 


£RSTATE  COMMERCE  COMMISSION 

BUREAU  OF  LOCOMOTIVE  iHSPgCTfON 


INTERPRETATIONS,  RULINGS 
AND  EXPLANATIONS 


QUESTIONS  RAISED  REGARDING  THE 

LAWS,  RULES,  AND  INSTRUCTIONS 
FOR  INSPECTION  AND  TESTING 
OF  LOCOMOTIVES  AND  TENDERS 
AND  THEIR  APPURTENANCES 


( 

. 


•• 


INTERSTATE  COMMERCE  COMMISSION 

BUREAU  OF  LOCOMOTIVE  INSPECTION 


INTERPRETATIONS,  RULINGS,  AND  EX- 
PLANATIONS ON  QUESTIONS  RAISED 


RFGARDJN9  THE 


LAWS,  RULES,  AND  INSTRUCTIONS 

FOR  INSPECTION  AND  TESTING  OF 

LOCOMOTIVES  AND  TENDERS  AND 

THEIR  APPURTENANCES 


ISSUED 


TO  CLARIFY  AND  RENDER  UNIFORM  UNDER- 
STANDING  OF  THE  REQUIREMENTS 


WASHINGTON   :  <;oVEK.VMEXT  PRINTING  OFFICE   :  1921 


OF  THIS  PUBLICATION  MAY  BE  PROCURED  FROM 

THE  SUPERINTENDENT  OF  DOCUMENTS 

GOVERNMENT  PRINTING  OFFICE 

WASHINGTON,  D.  C. 

AT 

15  CENTS  PER  COPY 
V 


INTERPRETATIONS,  RULINGS,  AND 
EXPLANATIONS. 


RULE  7.  Rules  for  inspection. — («)  "Officer  in  charge" 
means  the  officer  in  direct  charge  where  inspections  and 
repairs  are  made. 

RULE  10.  Flues  to  be  removed. — (a)  Regarding  "Exten- 
sion of  time." 

If  an  extension  of  time  is  desired,  each  locomotive 
should  be  taken  up  individually  with  the  chief  inspector 
approximately  60  days  before  the  work  becomes  due,  in 
order  that  a  proper  investigation  may  be  made  before  the 
flues  become  delinquent.  The  decision  reached  will  be 
based  on  conditions  disclosed  by  the  United  States  in- 
spector covering  each  locomotive. 

In  each  case  the  application  should  show — 
1.  Number  of  each  locomotive  for  which  the  extension 

is  desired. 
.  2.  Date  boiler  was  built. 

3.  Date  of  previous  removal  of  flues. 

4.  Mileage  made  since  flues  were  removed  and  interior 

of  boiler  cleaned  and  inspected. 

5.  Class  of  service  in  which  the  locomotive  is  engaged. 

6.  Number  of  full  calendar  months  claimed  out  of 

sen-ice. 

7.  Period  of  time  for  which  the  extension  is  desired. 

8.  Approximate  date  when  it  will  be  convenient  to 

have  the  locomotive  held  and  dome  cap  and 
throttle  standpipe  removed  to  permit  an  interior 
inspection  by  a  United  States  inspector. 

9.  Point  at  which  locomotive  will  be  held  for  inspec- 

tion. 

(3) 

M97540 


for  one  or  more  full  calendar 
months,  removal  of  flues  will  be  due  after  48  calendar 
months'  service,  providing  such  service  is  performed  with- 
in 5  consecutive  years  and  the  requirements  of  rule  10  are 
fully  complied  with. 

(c)  Locomotives    removed    from    service    when    flues 
become   due    for    removal,   need    not  have    the    flues 
removed  until  just  prior  to  being  returned  to  service. 

(d)  The  removal  of  superheater  tubes  every  4  years  will 
not  be  required  provided  the  tubes  are  in  good  condition 
and  the  boiler  can  be  thoroughly  cleaned  and  inspected 
without  their  removal. 

RULE  16.  Lagging  to  be  removed. — (a)  Locomotives  in 
service  prior  to  May  1, 1919,  may  have  two  years'  extension 
of  time  for  next  removal  of  jacket  and  lagging.  This  ex- 
tension will  not  apply  to  locomotives  placed  in  service  or 
having  had  jacket  and  lagging  removed  after  May  1, 1919. 

RULE  17.  Time  of  testing  boikrs. — (a)  The  words  "be- 
fore being  put  into  service  "  refer  to  new  locomotives  before 
entering  service  the  first  time;  after  that,  hydrostatic  test 
should  be  made  every  12  months. 

(6)  When  locomotive  is  taken  into  shop  for  new  fire  box 
or  new  flues,  a  hydrostatic  test  should  be  applied  before  the 
locomotive  is  put  in  service,  in  accordance  with  Rule  17, 
even  though  the  hydrostatic  test  may  not  be  due  until 
some  later  date,  and  an  annual  locomotive  inspection  and 
repair  report  filed  covering  the  locomotive. 

(c)  It  has  been  agreed  to  accept  as  the  date  of  the  hydro- 
static test  the  date  on  which  the  inspection  has  been  com- 
pleted and  the  locomotive  is  ready  for  service. 

(d)  For  locomotives  stored  for  1  or  more  full  calendar 
months,  hydrostatic  tests  will  be  due  after  12  calendar 
months'    service,    provided    such   service   is   performed 
within    24    consecutive   months.    Portions    of    calendar 


months  out  of  service  will  not  be  counted.  Time  out  of 
sendee  must  be  properly  accounted  for  by  out  of  service 
reports  filed  with  the  United  States  inspector  and  nota- 
tions of  months  claimed  out  of  service  made  on  the  back 
of  each  subsequent  inspection  report  and  cab  card. 

(«)  A  locomotive  stored  when  hydrostatic  test  becomes 
due  need  not  be  given  such  test  until  immediately  prior  to 
its  being  returned  to  service. 

(/)  When  the  working  pressure  of  any  boiler  is  increased 
above  that  shown  on  the  specification  card  or  previous 
annual  locomotive  inspection  and  repair  report,  the  boiler 
must  be  subjected  to  hydrostatic  pressure  25  per  cent  above 
the  increased  pressure,  and  an  annual  locomotive  inspec- 
tion and  repair  report  filed,  covering  the  hydrostatic  test, 
and  an  alteration  report  filed,  as  required  by  rule  54,  cover- 
ing the  increased  pressure. 

RULE  18.  Removal  of  dome  cap. — (a)  The  fact  that  a 
locomotive  is  new  does  not  relieve  from  removing  dome 
cap  and  throttle  standpipe  in  accordance  with  rule  18 
when  the  hydrostatic  test  is  applied.  It  will  therefore  be 
necessary  to  remove  the  dome  cap  and  throttle  standpipe 
in  accordance  with  rule  18  and  file  report  showing  that  the 
work  has  been  done.  (See  Exhibit  2,  item  11.) 

(6)  It  is  considered  the  better  practice  and  is  recom- 
mended that  the  dome  cap  be  removed  after  hydrostatic 
test,  in  order  to  permit  a  thorough  interior  inspection  after 
euch  test;  but  no  instructions  have  been  issued  which  con- 
flict in  any  way  with  this  rule.  (See  Exhibit  2,  item  11.) 

(c)  Where  the  boiler  is  equipped  with  an  auxiliary  dome 
or  inspection  manhole,  the  dome  cap  and  throttle  stand- 
pipe  need  not  be  removed.  Where  the  boiler  is  entered 
through  auxiliary  dome  or  inspection  manhole,  notation 
should  be  made  on  the  margin  of  the«eport  "Boiler  entered 
through  auxiliary  dome." 


RULE  21.  Time  of  testing  rigid  bolts.— (a}  Stay  bolts 
must  be  tested  at  least  once  each  calendar  month  or  every 
30  days  as  nearly  as  operating  conditions  will  permit  on  all 
locomotives  in  service.  No  objection,  however,  will  be 
taken  by  the  Bureau  of  Locomotive  Inspection  if  the 
30-day  period  is  not  exceeded  by  more  than  5  days  when 
conditions  fully  justify. 

(6)  The  practice  of  making  a  stay-bolt  inspection  during 
the  first  part  of  one  month  and  a  second  test  during  the 
latter  part  of  the  following  month,  allowing  the  period 
between  inspections  to  materially  exceed  30  days,  is  not 
considered  a  proper  compliance  with  this  rule,  nor  with 
the  intent  and  purpose  thereof. 

(c)  All  required  inspections  and  tests  falling  due  at  the 
monthly  period  should  be  made  while  the  locomotive  is 
out  of  service  for  monthly  inspection.     The  date  of  the 
monthly  locomotive  inspection  and  repair  report  should  be 
the  date  on  which  the  work  is  completed  and  the  locomo- 
tive made  ready  for  service. 

(d)  If  stay  bolts  which  are  behind  brickwork  or  behind 
grate  bearers  have  a  telltale  hole  three-sixteenths  inch 
in  diameter  their  entire  length  which  is  kept  open  at  all 
times,  the  removal  of  the  brickwork  or  grate  bearers  each 
month  for  the  purpose  of  hammer  testing  such  bolts  will 
not  be  required.    This  will  not,  however,  relieve  from 
making  a  thorough  inspection  when  the  brickwork  is  re- 
moved, nor  will  it  relieve  from  removing  the  brickwork 
for  an  inspection  whenever  a  United  States  inspector  or 
the  railroad  company's  inspector  considers  it  desirable  or 
necessary. 

RULE  23.  Method  of  testing  flexible  stay  bolts  with  caps. — 
(a)  When  locomotives  are  stored  for  1  or  more  full  calendar 
months,  the  removal  erf  flexible  stay-bolt  caps  for  the  pur- 
pose of  inspection  will  be  due  after  24  calendar  months' 
service,  provided  such  service  is  performed  within  3  con- 


secutive  years.  Portions  of  calendar  months  out  of  service 
will  not  be  counted.  Time  out  of  service  must  be  properly 
accounted  for  by  out  of  service  reports  filed  with  the 
United  States  inspector  and  notations  of  months  claimed 
out  of  service  made  on  the  back  of  each  subsequent  in- 
spection report  and  cab  card. 

(6)  A  locomotive  stored  when  flexible  stay-bolt  cap  re- 
movals are  due  need  not  be  given  such  test  until  imme- 
diately prior  to  being  returned  to  service. 

(c)  When  locomotives  are  being  given  their  annual  in- 
spection and  test,  flexible  stay-bolt  caps  should  be  removed 
at  the  time  of  making  this  inspection,  if  they  become  due 
for  removal  before  another  annual  inspection  is  due,  and 
their  removal  shown  on  Form  3.  One  of  the  principal 
reasons  urged  for  extending  the  time  for  removal  of  flexible 
stay-bolt  caps  from  18  months  to  2  years  was  for  the  purpose 
of  bringing  the  test  due  at  every  second  annual  inspection. 

RULE  24.  Method  of  testing  flexible  stay  bolts  without 
caps. — (a)  A  locomotive  stored  when  test  of  flexible  stay 
bolts  without  caps  is  due  need  not  be  given  such  test  until 
immediately  prior  to  its  being  returned  to  service. 

RULE  25.  Broken  stay  bolts. — (a)  "Plugged"  stay  bolt 
means  telltale  hole  has  been  plugged  or  riveted  over  or  tell- 
tale hole  missing. 

(b)  Telltale  holes  leaking,  plugged,  riveted  over,  or  miss- 
ing will  be  counted  as  broken  stay  bolts. 

RULE  26.  Telltale  holes.— (a)  When  telltale  holes  one- 
eighth  inch  in  diameter  were  drilled  in  stay  bolts  applied 
before  July  1,  1911,  they  have  been  accepted,  provided 
they  were  of  proper  depth  and  were  kept  open. 

RULE  27.  (a)  All  stay  bolts  behind  frames  and  braces 
should  be  drilled  when  the  boiler  is  taken  from  its  frame, 
or  at  the  first  opportunity  that  the  bolts  are  available  for 
drilling. 


8 

KULE  31.  Method  of  testing  steam  gauges. — (a)  At  points 
where  monthly  or  annual  inspections  and  tests  are  required 
to  be  made  a  dead-weight  tester  should  be  supplied. 
Where  test  gauges  are  used,  it  must  be  known  that  the 
test  gauge  is  accurate  when  comparisons  are  made;  when 
testing  steam  gauges,  they  should  be  removed  from  the 
boiler.  Comparison  with  a  second  gauge  attached  to  the 
boiler  under  pressure  is  not  considered  safe  and  proper 
practice. 

RULE  33.  Boiler  number. — (a)  The  builder's  number,  if 
known,  should  be  stamped  on  the  dome  with  figures  at 
least  three-eighths  of  an  inch  high,  preceded  by  the 
builder's  name  or  initials,  as  "Baldwin  No.  000."  If 
builder's  number  is  unknown,  the  assigned  number 
should  be  stamped  on  the  dome,  preceded  by  the  name  or 
initials  of  the  railroad,  as  "B.  &  O.  No.  000."  Boiler 
numbers  once  recorded  on  specification  cards  can  not 
thereafter  be  changed.  (See  rule  54,  item  6.) 

(6)  In  either  case  the  number  and  initials  should  be 
stamped  horizontally  on  the  front  side  of  dome  ring  near 
the  top. 

(c)  If  a  pressed-steel  dome  is  used,  the  number  and 
initials  should  be  stamped  horizontally  on  the  front  side  of 
the  dome  at  the  upper  edge  of  the  vertical  surface. 

(d)  No  objection  has  been  made  to  the  location  of  the 
number  stamped  on  the  dome  where  such  work  was  done 
previous  to  the  time  a  standard  location  was  decided  upon. 

(e)  Numbers  which  are  stamped  after  January  10,  1912, 
however,  should  be  in  the  proper  location.     Only  the 
minimum  size  of  the  figures  has  been  fixed. 

RULE  38.  Water-glass  valves. — (a)  No  particular  type  of 
valve  is  required  for  water  glasses  or  drain  cocks,  but  such 
valves  must  be  kept  tight,  and  must  be  so  constructed  that 
they  can  be  kept  clean  and  open  and  so  located  and  main- 
tained that  they  can  be  easily  opened  and  closed  by  hand, 
extension  handles  being  provided  if  necessary. 


9 

RULE  41.  Water  and  lubricator  glass  shield. — (a)  Since 
July  1,  1911.  the  effective  date  of  the  locomotive  boiler 
inspection  law,  a  great  number  of  accidents  have  been 
reported  growing  out  of  burst  water  and  lubricator  glasses. 
In  an  effort  to  effect  a  diminution  of  water  and  lubricator 
glass  accidents,  instructions  have  been  issued  to  all 
Government  inspectors  to  remove  from  service  all  loco 
motives  which  are  not  equipped  with  water  and  lubricator 
glass  shields  in  accordance  with  the  rules. 

(6)  As  practically  all  water-glass  shields  are  patented, 
this  bureau  can  not  undertake  to  approve  any  particular 
style  of  shield. 

\  spiral  used  as  a  shield  is  not  considered  a  satis- 
factory compliance  with  rule  41. 

(rf)  Shields  of  wire  mesh  have  been  accepted,  provided 
the  wire  used  in  their  construction  is  allowed  to  run  no 
coarser  than  eight  meshes  per  inch. 

(e)  Water  glasses  and  water-glass  shields  should  be  so 
located,  constructed,  and  maintained  that  the  enginemen 
can  at  all  times  have  a  clear  and  easy  view  of  the  water 
in  the  glass  from  their  usual  and  proper  positions  in  the 
cab. 

RULE  43.  Regarding  injectors. — (a)  Injectors  and  long 
injector  steam  pipes  should  be  securely  braced  so  as  to 
avoid  vibration.  Records  show  that  many  serious  and 
fatal  accidents  have  been  caused  by  the  failure  of  in- 
jector steam  pipes  and  connections. 

RULE  44.  Flue  plugs. — (a)  If  a  plug  is  driven  in,  regard- 
less of  size  of  hole  in  it.  it  will  have  to  be  removed  in  ac- 
cordance with  rule  44.  If  plug  is  rolled  and  prossered,  it  is 
construed  as  a  thimble  and  no  objection  will  be  interposed 
to  its  use  at  present,  providing  the  number  applied  are  not 
excessive.  The  use  of  flue  thimbles,  however,  is  not  con- 
sidered good  practice. 


10 

RULE  45.  Time  of  washing  boilers. — (a)  All  water  changes 
have  not  been  considered  as  washouts,  and  no  objection 
has  been  made  to  the  removal  of  the  plugs  in  the  water 
legs  to  facilitate  the  emptying  of  the  boiler;  however, 
where  all  plugs  in  water  legs  and  back  head  plugs  or  plugs 
in  the  barrel  of  the  boiler  are  removed  and  hose  used,  it  is 
considered  a  washout,  and  it  is  insisted  that  all  plugs  )>e 
removed  and  the  boiler  properly  washed. 

(6)  The  removal  of  all  plugs  and  a  thorough  washing  of 
the  boiler  is  also  insisted  on  as  often  as  water  conditions 
require.  It  is  not  a  compliance  with  this  rule  to  remove 
all  plugs  once  each  month  where  water  conditions  require 
a  more  frequent  washing.  All  plugs  must  be  removed  each 
time  the  boiler  is  washed.  Experience  has  demonstrated 
that  it  is  just  as  important  to  get  all  the  soluble  matter 
which  causes  foaming  out  of  the  boiler  as  it  is  to  get  out  the 
incrusting  solids. 

RULE  46.  Plugs  to  be  removed. — (a)  The  rules  require 
that  all  washout  plugs  must  be  removed.  We  find  that 
some  roads  claim  that  washout  plugs  are  inspection  plugs: 
but  all  inspection  plugs  should  be  considered  as  washout 
plugs,  as  they  were  put  in  the  boiler  for  the  purpose  of 
washing  the  boiler  and  inspecting  the  boiler  during  the 
washing  of  the  same. 

RULE  47.  Water  tubes. — (a)  Arch  and  water  bar  tubes 
should  be  thoroughly  cleaned  with  a  mechanical  cleaner 
each  time  the  boiler  is  washed;  it  is  insisted  that  they  be 
thoroughly  cleaned  in  this  manner  at  each  monthly  and 
annual  inspection.  Arch  or  water  bar  tubes  found  defec- 
tive, blistered,  or  bulged  should  be  removed. 

RULE  51.  Monthly  locomotive  inspection  and  repair  re- 
port.— (See  Interpretations  of  rule  159.) 

RULE.  53.  Annual  locomotive  inspection  and  repair  re- 
port.— (See  Interpretation  of  rule  161.) 


11 

RULE  54.  Specification  card. — (a)  As  some  misunder- 
standing has  arisen  regarding  boiler  Form  No.  4,  specifi- 
cation card,  due  to  misprint  in  the  original  edition,  you 
are  advised  that  the  first  line  of  this  form  should  read: 

'  'Specification  Card  for  Locomotive  No ,"  the  word 

"Boiler"  in  this  line  being  in  error.  The  road  number  of 
locomotive  only  is  desired  in  this  line.  The  builder's 
number  of  boiler  should,  however,  appear  in  second  item 
at  left  of  first  page,  and  also  in  affidavit  at  bottom  of  second 
page. 

(6)  If  builder's  number  of  boiler  is  unknown,  a  number 
should  be  assigned  to  the  boiler,  and  the  item  "Builder's 
No.  of  Boiler''  on  specification  card  should  be  changed  to 
•'Assigned  Xo.  of  Boiler."  This  assigned  number  should 
also  appear  in  affidavit.  The  builder's  number  of  the 
boiler  must  be  used  wherever  it  is  known. 

(c)  Where  a  boiler  is  changed  from  one  locomotive  to 
another,  such  change  must  be  promptly  reported,  giving 
the  locomotive  numbers  and  boiler  numbers  involved- 
When  boilers  are  removed  from  locomotives,  their  dispo- 
sition must  be  shown.    Boiler  numbers  once  recorded  on 
specification  cards  can  not  thereafter  be  changed. 

(d)  See  rule  33,  paragraphs  a,  b,  and  c,  and  item  (e),  Ex- 
hibit 2,  of  the  interpretations. 

RULE  55.  Accident  reports. — (See  Interpretations  of  rule 
162.) 

RULE  104.  (a)  Any  competent  employee  can  be  desig- 
nated as  an  inspector. 

(6)  At  terminals  where  roundhouse  foreman  or  general 
foreman  is  unable  to  approve  reports  on  account  of  lack  of 
personal  knowledge,  the  reports  may  be  approved  by  a, 
gang  foreman  who  has  direct  knowledge  that  the  work  has 
been  done.  The  person,  however,  approving  the  report 
must  be  one  with  responsibility. 


12 

(c)  The  initials  of  the  road  need  not  appear,  providing 
there  are  no  duplicate  engine  numbers— so  long  as  there  is 
sufficient  information  to  properly  identify  the  locomotive. 

(d)  The  instructions  shown  on  the  approved  form,  or 
"Locomotive  Inspection  Report,"  should  not  be  varied 
from,  nor  should  the  form  shown  as  Exhibit  9  be  materially 
varied  from.    Additional  items  may  be  added  to  this 
form  covering  anything  the  railroad  company  may  desire 
to  have  inspected. 

(e)  In  road  service  the  word  "trip  "  as  used  in  this  rule 
is  held  to  mean  one  way  over  a  division  or  district.     On 
branch  or  turn-round  runs  where  one  trip  is  made  in  a 
day,  "trip  "  will  be  held  to  mean  "round  trip." 

(/)  In  suburban,  transfer,  or  short  branch -line  service 
where  more  than  one  round  trip  is  made  each  day,  also 
in  yard  service,  "day's  work  "  (instead  of  trip)  will  apply. 

(g)  For  locomotives  which  make  one  or  more  round  trips 
per  day  with  one  end  of  the  run  a  shop  point,  inspections 
made  daily  at  such  point  will  be  accepted  as  meeting  the 
requirements  of  the  rule,  even  though  the  day's  work  is 
not  completed  there. 

(h)  In  work-train  or  other  service  where  locomotives 
are  temporarily  tied  up  at  outlying  points  where  repairs 
can  not  be  made,  inspection  reports  may  be  sent  to  the 
terminal  at  which  the  locomotive  is  cared  for. 

(i)  For  double-crewed  locomotives  in  yard  service 
where  crews  change  in  the  yard,  one  inspection  and  report 
each  24-hour  period  are  required.  This  may  be  made 
when  the  locomotive  is  taken  in  for  fuel,  water,  or  fire 
cleaning.  Where  such  locomotives  do  not  go  to  the  shop 
for  this,  an  inspection  period  must  be  provided  and  the 
inspection,  as  provided  by  rule,  made  at  least  once  each 
24  hours. 

(j)  The  number  of  inspections  and  reports  required  by 
the  rule  are  minimum  requirements  and  the  above  ex- 
planations are  not  intended  in  any  way  as  modifications. 


13 

RULE  107.  Regarding  air  compressors. — (a)  The  8^-inch 
120-foot  Westinghouse  low-pressure  cross-compound  air 
compressor  having  come  into  use  since  the  promulgation 
of  this  rule,  the  chief  inspector  has  consented  that  in  order 
to  maintain  an  approximate  80  per  cent  efficiency  for 
such  pumps  they  should  under  test  make — 
100  single  strokes  per  minute; 
Air  pressure  maintained,  60  pounds; 
Orifice  diameter,  ||  inch ; 
Orifice  otherwise  of  the  same  dimensions  as  shown 

in  figure  14  on  page  88  of  Rules. 

The  requirements  of  rules  106  and  107  to  be  otherwise 
complied  with. 

RULE  108.  Testing  main  reservoirs. — (a)  Test  should  be 
applied  to  the  main  reservoir  at  the  same  time  the  hydro- 
static test  is  applied  to  the  boiler.  For  locomotives 
stored  for  1  or  more  full  calendar  months,  this  test  will  be 
due  after  12  calendar  months'  service,  provided  such 
service  is  performed  within  24  consecutive  months.  (See 
Interpretation  (d)  of  rule  17.) 

RULE  116.  Cabs. — (a)  It  is  permissible  to  protect  cab 
windows  on  second  engine  in  double  heading  with  a 
screen. 

(6)  Obstructions  located  in  front  of  cab  windows  so  as 
to  destroy  a  clear  view  of  track  and  signals  when  looking 
ahead  through  these  windows  will  not  be  considered  a 
proper  compliance  with  this  rule. 

(c)  Clear  vision  windows,  or  the  double  front  windows 
as  required  by  the  Board  of  Railway  Commissioners  for 
Canada  in  their  General  Order  No.  131,  should  be  applied 
to  all  locomotives  operating  north  of  a  line  drawn  due  east 
and  west  through  Atlanta,  Ga.,  Albuquerque,  N.  Mex., 
and    LOB   Angeles,    Calif.    Clear-vision   or   double-glass 
windows  will  not  be  required  south  of  this  imaginary  line. 

(d)  Steam  heating  radiators  must  not  be  fastened  to  the 
cab. 


14 

RULE  117.  Cab  aprons. — Records  show  many  serious  and 
fatal  accidents  due  to  improperly  designed,  applied,  and 
maintained  cab  aprons.  It  is  therefore  construed  that — 

(a)  The  width  of  a  cab  apron  should  be  such  that  there 
will  be  no  danger  of  a  man  having  his  foot  crushed  when 
locomotive  takes  a  curve. 

(6)  Cab  apron  should  be  of  sufficient  width  that  it  will 
not  drop  between  locomotive  and  tender,  as  to  permit  a 
person  standing  on  it  to  fall  between,  when  draw  bar  is 
disconnected  and  safety  chains  or  safety  bars  taut. 

(c)  Cab  aprons  should  be  of  sufficient  length  to  approxi- 
mately cover  the  space  between  locomotive  and  end  sill 
of  tender,  or  tender  deck  where  tender  deck  is  shorter  than 
end  sill. 

RULE  120.  Sanders. — (a)  The  words  "in  line  with  the 
rails"  mean  sand  pipes  fastened  so  that  the  sand  will  be 
deposited  on  the  rails. 

RULE  122.  Draw  gear  between  locomotive  and  tender. — (a) 
"Ample  strength"  for  safety  chains  or  safety  bars  means 
sufficient  strength  to  prevent  separation  of  locomotive  and 
tender  if  draw  bar  fails. 

(6)  The  combined  strength  of  safety  chains  and  their 
fastenings  should  be  not  less  than  50  per  cent  of  the  strength 
of  the  draw  bar  and  its  connections. 

RULE  127.  Pistons  and  piston  rods. — (a)  See  item  (c), 
rule  133,  and  Interpretation  (6)  of  rule  133. 

RULE  128.  Rods,  main  and  side. — (a)  Main  rod  strap- 
bolt  holes,  when  elongated  or  enlarged,  may  be  reduced  by 
autogenous  welding  for  reaming  and  refitting  strap  bolts. 

(6)  Special  cases,  such  as  floating  bushing  in  back  end 
of  main  rod  or  side  rod  where  it  is  intended  that  bushing 
should  turn,  need  not  be  provided  with  means  to  prevent 
such  bushing  from  turning. 


15 

(c)  Any  means  may  be  adopted  for  securing  grease-cup 
plugs  in  place  that  will  prevent  them  from  being  thrown  out. 

RULE  133.  Driving,  trailing,  and  engine  truck  axles  — 
(a)  Worn-down  axles  may  be  turned  down  and  used  under 
lighter  equipment.  It  is  suggested,  however,  that  such 
axles  be  thoroughly  annealed  before  being  further  used 
under  such  circumstances. 

(6)  The  following  abbreviations  may  be  used  in  stamp- 
ing "kind  of  material''  on  driving,  trailing,  and  engine 
truck  axles,  piston  rods,  and  crank  pins: 


I Iron. 

S Steel. 

H.  T.  S....  Heat   Treated 
Steel. 

Thr Chrome. 

Van Vanadium. 


Nkl Nickel. 

Nik Nikrome. 

Cof.  Proc. .  Coffin  Procc*  • 
Cam  .Spec..  Cambria  Special. 
Taj-.  I Taylor  Iron 


RULE  136.  Crank  pins. — (a)  See  item  (c),  rule  133, 
and  Interpretation  (6)  of  rule  133. 

RULE  139.  Frames. — (a)  Broken  frames  properly 
patched  or  secured  by  clamps  or  other  usually  recognized 
means  which  prevent  the  frames  from  working  will  not  be 
objected  to. 

RULE  141.  Pilots. — (a)  The  minimum  and  maximum 
clearance  above  the  rails  should  be  measured  on  straight 
level  track. 

RULE  142.  Spring  rigging. — (a)  Adjusting  weights  by 
shifting  weights  from  one  pair  of  wheels  to  another  is 
permissible. 

(6)  Broken  springs  not  exceeding  the  requirements  of 
the  rule  may  be  repaired  by  applying  clips,  providing  the 
clips  can  be  made  to  remain  in  place. 

RULE  147.  Driving  and  trailing  irhcds. — (a)  The  shim 
which  extends  entirely  around  the  wheel  may  be  in  three 
or  four  pieces,  providing  they  do  not  lap.  Under  no  cir- 
cumstances should  there  be  more  than  two  thicknesses  of 
shim  at  any  one  point. 


16 

RULE  149.  (a)  A  cracked  hub  properly  repaired  or 
banded  so  as  to  hold  hub  from  working  is  permissible. 

RULE  151.  (a)  The  weights  in  this  table  will  be  inter- 
preted to  be  the  total  weight  on  all  axles  divided  by  the 
number  of  axles. 

RULE  155.  Tender  trucks. — (a)  Friction  side  bearings 
will  not  be  considered  as  in  contact  if  you  can  see  between 
them  on  either  side. 

(6)  The  maximum  clearance  on  rear  truck  is  three- 
eighths  inch  on  each  side  and  on  front  truck  three-fourths 
inch  on  each  side,  when  the  spread  of  side  bearings  is  50 
inches. 

RULE  157.  Reversing  gear. — (a)  Counterbalance  springs 
will  not  be  required  if  the  reversing  gear  can  be  handled 
properly  without  it. 

RULE  159.  Monthly  locomotive  inspection  and  repair 
report. — (a)  A  monthly  locomotive  inspection  and  repair 
report  must  be  filed  at  least  once  each  calendar  month  for 
every  locomotive  in  service  and  as  nearly  every  30  days  as 
operating  conditions  will  permit;  except,  no  monthly 
report  will  be  required  for  the  month  in  which  an  annual 
report  has  been  filed.  No  objection,  however,  will  be 
taken  by  the  Bureau  of  Locomotive  Inspection  if  the 
30-day  period  is  not  exceeded  by  more  than  5  days 
when  conditions  fully  justify.  The  practice  of  making  an 
inspection  during  the  first  part  of  one  month  and  a  second 
inspection  during  the  latter  part  of  the  following  month, 
allowing  a  period  between  inspections  to  materially  exceed 
the  30  days,  is  not  considered  a  proper  compliance  with 
this  rule  nor  with  the  intent  and  purpose  thereof. 

(6)  All  inspections  and  tests  falling  due  at  monthly 
periods  should  be  made  while  the  locomotive  is  out  of 
service  for  this  inspection. 


17 

(c)  The  date  of  the  report  should  be  the  date  on  which 
the  inspection  and  repairs  are  completed  and  locomotive 
made  ready  for  service. 

(rf)  When  inspections  are  made  at  outlying  points  and 
the  foreman  in  charge  makes  the  inspections  and  repairs, 
in  addition  to  certifying  to  the  report,  he  may  also  sign  as 
officer  in  charge,  inasmuch  as  he  is  the  one  being  held 
responsible. 

(e)  In  subscribing  to  the  reports  any  person  authorized 
to  administer  an  oath  may  do  so. 

(/)  The  report  should  be  sworn  to  by  the  inspector  or 
inspectors  who  make  the  inspections  immediately  after 
the  inspections  and  repairs  have  been  completed  and  the 
locomotive  made  ready  for  service.  The  officer  in  charge 
certifies  to  the  correctness  of  the  report. 

(g)  If  the  railroads  desire  for  their  own  protection  to 
have  the  master  mechanic  sign  the  report  in  addition  to 
the  officer  in  charge,  there  is  no  objection  to  their  doing  so. 

(h)  It  is  not  required  that  the  affidavit  be  executed  on 
the  reports  filed  in  the  railroad  company's  office. 

(i)  The  reports  must  be  filed  with  the  United  States  in- 
spector within  10  days  after  date  of  inspection. 

(j)  The  matter  of  relieving  the  railroads  from  the  pay- 
ment of  postage  on  reports  is  something  over  which  the 
Bureau  of  Locomotive  Inspection  has  no  jurisdiction. 

(fc)  So  long  as  a  locomotive  remains  on  its  wheels  the 
boiler  and  its  appurtenances  should  be  tested  and  made 
to  meet  the  requirements  of  the  rules  and  regulations  and 
a  report  filed,  as  required  by  rule  51. 

(I)  When  locomotives  are  used  in  stationary  service, 
items  on  the  monthly  locomotive  inspection  and  repair 
reports  pertaining  to  the  boiler  and  its  appurtenances 
should  be  correctly  answered. 

66441°— 21 2 


18 

(m)  Items  pertaining  to  running  gear,  driving  gear, 
tender,  etc.,  may  be  answered  by  stating  "Used  in  sta- 
tionary service." 

(n)  When  the  road  number  of  a  locomotive  is  changed, 
the  first  inspection  and  repair  report  rendered  thereafter 
should  show  in  the  upper  right-hand  corner  the  old  and 
new  number: 

"Old  No.  000 
New  No.  XXX" 

NOTE.— See  Exhibit  2,  Instructions  governing  the  preparation  and 
handling  of  locomotive  inspection  and  repair  reports. 

RULE  161.  Annual  locomotive  inspection  and  repair  re- 
port.— (a)  An  annual  locomotive  inspection  and  repair 
report  should  be  filed  at  least  once  every  12  months.  No 
objection,  however,  will  be  taken  by  the  Bureau  of  Lo- 
comotive Inspection  if  the  12-month  period  is  not  ex- 
ceeded by  more  than  10  days  when  conditions  fully 
justify. 

(&)  All  inspections  and  tests  falling  due  at  annual  pe- 
riods should  be  made  while  the  locomotive  is  out  of  service 
for  this  inspection. 

(c)  The  date  of  the  report  should  be  the  date  on  which 
the  inspection  and  repairs  are  completed  and  locomotive 
made  ready  for  service. 

(d)  In  subscribing  to  the  reports,  any  person  authorized 
to  administer  an  oath  may  do  so. 

(e)  The  report  should  be  sworn  to  by  the  inspector  or 
inspectors  who  made  the  inspections  immediately  after 
the  inspection  and  repairs  have  been  completed  and  the 
locomotive  made  ready  for  service.     The  officer  in  charge 
certifies  to  the  correctness  of  the  report. 

(/)  If  the  railroads  desire  for  their  own  protection  to 
have  the  master  mechanic  sign  the  report  in  addition  to 


19 

the  officer  in  charge,  there  is  no  objection  to  their  <  oing 
so. 

(g)  It  is  not  required  that  the  affidavit  be  executed  on 
the  reports  filed  in  the  railroad  company's  office. 

(h)  The  reports  must  be  filed  with  United  States  in- 
spector within  10  days  after  date  of  inspection. 

(i)  The  matter  of  relieving  the  railroads  from  the  pay- 
ment of  postage  on  reports  is  something  over  which  the 
Bureau  of  Locomotive  Inspection  has  no  jurisdiction. 

(j)  So  long  as  a  locomotive  remains  on  its  wheels  the 
boiler  and  its  appurtenances  should  be  tested  and  made 
to  meet  the  requirements  of  the  rules  and  regulations  and 
a  report  filed,  as  required  by  rule  53. 

(k)  When  locomotives  are  used  in  stationary  service, 
items  on  the  annual  locomotive  inspection  and  repair 
reports  pertaining  to  the  boiler  and  its  appurtenances 
should  be  correctly  answered. 

(I)  Items  pertaining  to  running  gear,  driving  gear, 
tender,  etc.,  may  be  answered  by  stating  "Used  in  sta- 
tionary service." 

(m)  When  the  road  number  of  a  locomotive  is  changed, 
the  first  inspection  and  repair  report  rendered  thereafter 
should  show  in  the  upper  right-hand  corner  the  old  and 
new  number: 

"Old  No.  000 
New  No.  XXX" 

NOTE. — See  Exhibit  2,  Instructions  governing  the  preparation  and 
handling  of  locomotive  inspection  and  repair  reports. 

RULE  162.  Accident  reports. — (a)  Any  accident  result- 
ing from  failure  from  any  cause  of  a  locomotive  or  tender, 
including  the  boiler,  or  any  of  their  appurtenances,  re- 
sulting in  serious  injury  or  death  to  one  or  more  persons, 
should  be  immediately  reported  by  wire  to  the  Chief  In- 
spector at  his  office  in  Washington.  D.  C.  Attention  is 


20 

directed  to  section  8  of  the  locomotive  boiler  inspection 
act,  as  amended,  which  provides  in  part  as  follows: 

*  *  *  and  where  the  locomotive  is  disabled  to  the  extent  that  it 
can  not  be  run  by  its  own  steam,  the  part  or  parts  affected  by  said  acci- 
dent shall  be  preserved  by  said  carrier  intact  so  far  as  possible  without 
hindrance  or  interference  to  traffic  until  after  said  inspection.  *  *  * 

(6)  Regarding  ''seriousness  of  accidents  before  being 
necessary  to  report  to  Bureau  of  Locomotive  Inspection8' : 

(c)  A  serious  injury  is  defined  as  an  injury  which  pre- 
vents an  employee  from  performing  his  accustomed  duties 
for  more  than  3  days  in  the  aggregate  during  the  10  days 
immediately  following  the  accident. 

(d)  A  "serious  injury  to  a  person  other  than  an  em- 
ployee7' is  defined:  "An  injury  sufficient  to  incapacitate 
the  injured  person  from  following  his  customary  vocation 
or  mode  of  life  for  a  period  of  more  than  one  day."     This 
trule  applies  also  to  employees  classed  as  passengers  or 

respassers. 

(e)  Where  injuries  are  of  a  lesser  degree,  they  are  not 
the  subject  of  report. 

NOTE.— See  Exhibit  1. 

MISCELLANEOUS. 

(a)  Regarding  "Presence  of  representatives":  In  the 
interest  of  harmony  representatives  of  the  carriers  are  re- 
quested to  be  present  wherever  possible  at  all  inspections 
and  investigations. 

(6)  It  is  also  suggested  that  the  employee  or  his  rep- 
resentative participate  in  the  investigation  of  serious  ac- 
cidents where  the  employee  is  involved. 

(c)  The  United  States  inspector  can  not  make  report  to 
the  carrier's  representative  when  inspections  or  investiga- 
tions are  made  in  the  absence  of  the  carrier's  representa- 
tive. 


INSPECTION  OF  BRAKE  AND  SIGNAL  EQUIPMENT. 

In  general,  the  method  of  inspection  and  tests  necessary 
to  determine  if  the  brake  equipment  on  the  locomotive 
is  in  proper  condition  as  required  by  the  various  rules 
should  include  the  following  details: 

DAILY   INSPECTION    AT   ROUNDHOUSE. 

Compressor. — It  should  first  be  known  that  the  com- 
pressor has  received  an  orifice  test  within  the  period  pre- 
scribed by  rule  107.  If  this  has  been  done,  the  inspector 
should  note  when  the  compressor  is  started  that  the  main 
reservoir  pressure  increases  at  about  the  normal  rate;  that 
the  strokes  are  uniform;  that  it  is  not  pounding;  that  the 
air  strainer  is  clean  and  in  good  condition;  that  the  piston 
rod  packing  is  free  from  leakage;  that  the  steam  end, 
including  steam  cylinder  valve  chamber,  etc.,  is  not  blow- 
ing; that  the  compressor  and  its  pipe  connections  are  free 
from  leakage;  that  the  drain  cocks  are  operative;  and  that 
necessary  lubricating  attachments  are  provided  and  in 
good  condition. 

Compressor  governor. — It  should  be  noted  that  the  gov- 
ernor stops  the  compressor  when  the  maximum  air  pressure 
has  been  obtained  and  permits  it  to  start  with  a  reduction 
in  the  air  pressure  of  not  to  exceed  3  pounds;  that  the 
steam  vent  port  is  open;  that  the  leakage  at  the  vent  is 
not  excessive;  that  the  governor  and  its  pipe  connections 
are  free  from  leakage. 

Brake  valve. — See  that  brake  valves  function  properly 
in  each  position,  particularly  noting  the  following:  . 

(21) 


22 

Release  position. — In  this  position  the  warning  port 
should  blow  and  if  brake-pipe  angle  cock  is  opened  there 
should  be  a  heavy  continuous  blow  from  the  hose,  and 
main  reservoir  pressure  should  fall  at  a  rapid  rate. 

Running  position. — It  should  be  noted  that  the  pres- 
sure regulators  maintain  the  main  reservoir  and  brake 
pipe  at  the  pressures  required  in  the  service  to  which  the 
locomotive  is  assigned. 

Holding  position. — It  should  be  noted  by  the  brake- 
cylinder  gauge  that  the  brakes  do  not  release  or  cylinder 
pressure  increase  following  an  application. 

Lap  position. — It  should  be  noted  that  the  equalizing 
reservoir  or  brake-pipe  pressure  does  not  increase  and  that 
the  required  maximum  main  reservoir  pressure  is  obtained. 

Service  position. — It  should  be  noted  that  the  equal- 
izing piston  lifts  promptly  after  the  movement  of  the 
brake- valve  handle  to  service  position  and  seats  promptly 
upon  return  to  lap  position;  also  that  there  is  no  leak 
from  the  brake-pipe  exhaust  port  and  that  it  is  provided 
with  a  proper  fitting. 

Emergency  position. — It  should  be  noted  that  the  dis- 
charge from  the  brake  valve  is  regular  and  that  the  emer- 
gency action  is  secured..  With  E.  T.  equipment  see  that 
the  usual  increase  in  brake-cylinder  pressure  over  that 
obtained  with  a  service  application  is  obtained  and  that 
the  safety  valve  on  the  distributing  or  control  valve  is 
blowing. 

Independent  or  straight  air  brake  valve. — It  should  be 
noted  that  the  handle  moves  freely;  that  the  brakes  can 
be  applied  and  released  at  the  usual  rate;  that  the  handle 
spring  will  return  the  handle  to  proper  position;  that  the 
reducing  valve  controls  the  cylinder  pressure  at  the 
desired  amount  and  that  no  leakage  exists. 


23 

Draining. — Water  or  foreign  matter  should  be  drained 
from  the  main  reservoir;  also  from  other  parts  of  the 
equipment  which  are  provided  with  a  drain,  and  in 
freezing  weather  drain  the  triple  valves  when  necessary. 

Gauges. — It  should  be  noted  that  the  air  gauges  have 
l>een  tested  within  three  months  and  are  located  where 
they  may  be  conveniently  read;  that  gauge  glasses  are 
tight  and  dials  are  readable:  that  the  pipes  are  connected 
with  the  correct  air  volume,  and  that  there  is  no  leakage. 
With  brakes  charged  to  standard  pressure  and  the  auto- 
matic brake- valve  handle  in  full  release  position,  the 
gauge  hands  of  the  duplex  air  gauge  should  register  within 
3  pounds  of  the  same  pressure.  If  the  gauge  is  found  to 
register  incorrectly,  it  should  be  properly  tested  and 
repaired  before  being  placed  in  service. 

Date  of  tests  and  cleaning. — It  should  be  noted  that 
distributing  or  control  valves,  reducing  valves,  triple 
valves,  straight  air  double  check  valves,  dirt  collectors, 
and  brake  cylinders  are  in  a  safe  and  suitable  condition 
for  service;  that  they  have  been  cleaned  and  lubricated 
as  required,  and  that  proper  record  thereof  has  been  made 
in  accordance  with  rule  111. 

Piston  travel. — A  full  service  application  of  the  brakes 
should  be  made,  and  the  piston  travel  measured  to  see 
that  it  does  not  exceed  the  limit  fixed  in  rule  112. 

Foundation  brake  gear. — It  should  be  noted  that  the  foun- 
dation brake  gear  is  in  a  safe  and  suitable  condition  for 
service  and  that  all  parts  of  it  are  at  least  2\  inches  above 
the  rails;  that  all  pins  are  properly  secured  in  place  with 
cotters,  split  keys,  or  nuts;  that  brake  shoes  are  securely 
attached,  are  approximately  in  line  with  the  treads  of  the 
wheels,  and  are  of  sufficient  thickness  to  safely  complete 
a  trip. 


24 

Main  reservoir  leakage  test. — Charge  main  reservoir  to 
maximum  pressure  and  reduce  it  40  per  cent.  Place 
automatic  brake- valve  handle  in  lap  position,  cut  out  dis- 
tributing valve,  and  see  that  leakage  from  main  reservoir 
and  related  piping  does  not  exceed  9  pounds  in  three 
minutes. 

Brake-pipe  leakage  test. — Make  a  10-pound  brake-pipe 
reduction  from  standard  pressure  with  automatic  brake 
valve;  then  note  the  fall  of  pressure  on  the  brake  pipe  or 
equalizing  reservoir  gauge.  This  leakage  should  not 
exceed  5  pounds  per  minute. 

Brake-cylinder  leakage  test. — With  maximum  brake-pipe 
pressure  and  standard  piston  travel  make  a  full  service 
application  and  close  communications  to  brake  cylinders. 
Brake  shoes  should  be  held  against  the  wheels  with  force 
for  at  least  five  minutes. 

Signal  system. — Determine  by  inspection  that  the  signal 
system  is  free  from  leakage  and  see  that  the  air  pressure  is 
standard,  and  that  when  a  reduction  is  made  in  the  signal 
line  the  signal  whistle  responds  promptly. 

Quarterly  orifice  test  of  compressor. — First  see  that  leakage 
from  main  reservoir  and  related  piping  is  not  excessive. 
Place  automatic  brake  valve  in  lap  position,  cut  out  dis- 
tributing or  control  valve,  apply  test  fitting  with  proper 
orifice  disk  for  the  compressor  to  be  tested,  charge  main 
reservoir  to  60  pounds,  regulate  the  speed  of  the  com- 
pressor with  the  steam  throttle  until  pressure  remains  con- 
stant at  60  pounds,  then  count  the  single  strokes  of  the  com- 
pressor per  minute.  (If  test  fitting  is  applied  at  rear 
tender,  distributing  or  control  valve  need  not  be  cut  out 
and  brake  valve  should  be  in  full  release  position.) 


EXHIBIT  1. 

TELEGRAPIC  REPORTS  TO  THE  BUREAU  OF  LOCOMOTIVE 
INSPECTION. 

All  accidents  resulting  from  failure,  from  any  cause  or  improper  condi- 
tion, of  a  locomotive  or  tender,  including  the  boiler  or  any  of  their  appur- 
senances,  resulting  in  serious  injury  or  death  to  one  or  more  persons 
thould  be  reported  by  telegraph  to  the  Chief  Inspector  of  Locomotives 
at  his  office  in  Washington,  D.  C.,  in  accordance  with  rules  55  and  162 
of  the  Rules  and  Instructions  for  Inspection  and  Testing  of  Locomotives 
and  Tenders  and  their  Appurtenances,  approved  by  orders  of  the  Inter- 
state Commerce  Commission  of  June  2,  1911,  September  12,  1912,  June 
9, 1914,  October  11, 1915,  June  30, 1916,  November  13, 1916,  December  26, 
1916,  December  17, 1917  and  April  7, 1919 

"Death"  is  defined:  "Casualty  causing  the  death  of  a  person  within 
24  hours  after  the  accident." 

A  "serious  in  jury  "is  defined:  "  An  injury  which  prevents  an  employee 
from  performing  his  accustomed  duties  for  more  than  3  days  in  the  ag- 
gregate during  the  10  days  immediately  following  the  accident." 

A  "serious  injury  to  a  person  other  than  an  employee"  is  denned: 
"An  injury  sufficient  to  incapacitate  the  injured  person  from  following 
his  customary  vocation  or  mode  of  life  for  a  period  of  more  than  one 
day."  This  rule  applies  also  to  employees  classed  as  passengers  or 
trespassers. 

Telegrams  should  be  addressed: 

A.  G.  PACK, 

Interstate  Commerce, 

Washington, 

The  telegram  should  state: 

1.  Date  of  accident. 

2.  Place  at  which  accident  occurred. 

3.  Name  of  railroad. 

4.  Number  of  locomotive. 

5.  Nature  of  accident. 

6.  Number  of  persons  killed  or  seriously  injured. 

7.  Place  where  locomotive  may  be  inspected  or  investigation 

made. 

It  will  not  be  necessary  to  report  by  wire  or  by  letter  accidents 
caused  by  the  failure  of  any  part  or  appurtenance  of  the  locomotive  or 
(25) 


26 

tender,  including  the  boiler,  to  the  Bureau  of  Safety  of  the  Interstate 
Commerce  Commission,  except  derailments  and  collisions  as  provided  in 
the  "Accident  reports  act "  approved  May  6, 1910. 

The  making  of  telegraphic  or  mail  reports  above  described,  either  to 
the  Bureau  of  Safety  or  to  the  Bureau  of  Locomotive  Inspection,  will 
not  relieve  the  carriers  from  reporting  such  accidents  as  required  by  law 
in  their  monthly  reports  to  the  Bureau  of  Statistics  of  the  Interstate 
Commerce  Commission. 


EXHIBIT  2. 

INSTRUCTIONS  GOVERNING  THE  PREPARATION  AND 
HANDLING  OF  LOCOMOTIVE  INSPECTION  AND  REPAIR 
REPORTS. 

MONTHLY  REPORT,  FORM  No.  1. 
(See  Exhibit  3.) 

The  month  and  year  for  which  the  report  is  filed  should  be  inserted 
in  the  upper  left-hand  corner  of  report,  and  the  number  of  the  locomotive 
and  the  initials  should  be  given  in  t  he  upper  righ  t  -ban  d  comer .  By  the 
initials  of  the  locomotive  is  meant  the  initial  of  the  road  owning  (not  oper- 
ating) the  locomotive,  and  not  the  class  designation.  The  name  of  the 
company  operating  the  locomotive  should  appear  on  the  line  at  the  top 
of  the  report ;  the  initials  of  the  company  are  not  satisfactory.  The  loco- 
motive number  should  be  filled  in  on  line  2  of  the  body  of  report  and 
should  correspond  with  that  given  in  upper  right-hand  corner  of  report. 
The  date  and  place  that  the  inspection  and  repairs  are  made  should  be 
filled  in  on  line  3  of  body  of  report.  The  date  should  be  the  date  on 
which  repairs  were  completed. 

Item  1  should  show  the  date  on  which  steam  gauges  were  tested  and 
left  in  good  condition.  Steam  gauges  should  be  tested  immediately 
before  the  safety  valves  are  set  or  any  changes  made  in  the  setting. 

Item  S  should  show  the  pressure  at  which  each  safety  valve  is  set  to 
pop.  If  the  locomotive  is  equipped  with  only  two  safety  valves  the 
space  on  report  for  the  third  safety  valve  should  be  filled  in  with  the  word 
"None."  The  date  of  the  setting  should  be  given. 

Item  3  should  be  answered  "Yes"  or  "No." 

Item  4  should  be  answered  "Yes"  or  "No." 

Note:  This  question  refers  to  all  steam  leaks  other  than  those  existing 
in  the  boiler  proper. 

Item  o  requires  two  answers;  first,  showing  condition  of  brake  equip- 
ment; second,  showing  condition  of  signal  equipment.  If  signal  equip- 
ment is  not  used  the  answer  should  be  "Not  used." 

Item  6  requires  two  answers;  first,  showing  condition  of  draft  gear; 
second,  showing  condition  of  draw  gear.  The  month  in  which  the  draw- 
bar and  pins  are  removed  and  inspected  should  show,  in  addition  to  the 
two  answers  called  for, "  Removed  and  inspected,"  which  may  be  placed 
on  the  margin  of  the  report  if  necessary. 
(27) 


28 

Item  7  should  show  condition  of  driving  gear. 

Item  8  should  show  condition  of  running  gear. 

Item  9  should  show  condition  of  tender.  When  locomotives  have 
saddle  tanks  and  no  tender  this  item  should  be  answered  "Not  used." 

Note:  This  answer  should  cover  all  parts  of  tender  not  covered  in  items 
5, 6,  and  8. 

Item  10  requires  two  answers,  and  should  be  answered  "Yes"  or  "No." 

Item  11  should  be  answered  "Yes"  or  "No." 

Note:  This  item  refers  to  all  steam  leaks  existing  in  the  boiler  proper. 

Item  12  requires  two  answers;  first,  showing  condition  of  staybolls; 
second,  showing  condition  of  crown  stays. 

Item  13  requires  two  answers;  first,  showing  number  of  stay  bolts 
renewed;  second,  showing  number  of  crown  stays  renewed. 

Item  14  requires  two  answers;  first,  showing  condition  of  flues;  second, 
showing  condition  of  firebox  sheets. 

Item  15  requires  two  answers;  first,  showing  condition  of  arch  tubes; 
second,  showing  condition  of  water  bar  tubes .  If  either  are  not  used  the 
answer  should  be  "Not  used." 

Item  16  should  be  answered  "Yes"  or  "No."  If  not  used  answer 
should  be  "Not  used." 

Item  17:  Date  of  previous  hydrostatic  test  must  be  given. 

Item  18:  Date  of  removal  of  caps  from  flexible  stay  bolts  must  be  given. 
If  locomotive  is  not  equipped  with  flexible  stay  bolts  having  caps  the 
answer  should  be  "Not  used." 

ANNUAL  REPORT,  FORM  3. 
(See  Exhibit  5.) 

The  month  and  year  for  which  report  is  filed  should  be  inserted  in  the 
upper  left-hand  corner  of  report  and  the  number  of  the  locomotive  and 
initials  should  be  given  in  the  upper  right-hand  corner.  By  the  initials 
of  the  locomotive  is  meant  the  initials  of  the  road  owning  (not  operating) 
the  locomotive,  and  not  the  class  designation .  The  name  of  the  company 
operating  the  locomotive  should  appear  on  the  line  at  the  top  of  the 
report;  the  initials  of  the  company  are  not  satisfactory.  The  locomotive 
number  should  be  filled  in  on  line  2  of  the  body  of  the  report  and  should 
correspond  with  that  given  in  the  upper  right-hand  corner  of  report. 
The  date  and  place  that  the  inspection  and  repairs  are  made  should  be 
filled  in  on  line  3  of  body  of  report .  The  date  should  be  the  date  on  which 
repairs  were  completed. 

Item  1:  Date  of  previous  hydrostatic  test  must  be  given. 

Item  £:  Date  of  previous  removal  of  caps  from  flexible  stay  bolts  must 
be  given.  If  locomotive  is  not  equipped  with  flexible  stay  bolts  having 
caps,  the  answer  should  be  "Not  used." 


29 

Item  3:  Date  of  previous  removal  of  all  flues  must  be  given. 

lUm  4:  Date  of  previous  removal  of  all  lagging  from  boiler  must  be 
given. 

Item  6  should  ?how  the  pressure  applied  when  hydrostatic  test  was 
given. 

Item  6  should  be  answered  "  Yes  "  or  "  No."  If  flexible  stay  bolts  are 
not  used,  the  question  should  be  answered  "Not  used." 

Item  7  requires  two  answers;  first,  should  be  answered  "Yes"  or  "No"; 
second,  number  of  flues  removed  should  be  given. 

Note:  If  locomotive  is  equipped  with  superheater  flues  and  same  are 
not  removed,  but  all  of  the  small  flues  are  removed,  answer  to  the  first 
question  should  then  be  "Yes,  except  superheater  flues,"  which  notation 
may  be  made  on  margin  of  report.  When  boiler  is  equipped  with  pre- 
heat er  flues,  the  date  of  removal  of  flues  from  boiler  and  preheater  should 
be  given  separately. 

Item  8  should  give  the  condition  of  the  interior  of  the  barrel  of  boiler, 
if  all  flues  are  removed,  or  if  a  sufficient  number  of  flues  are  removed  to 
allow  a  thorough  examination  of  the  interior  of  the  boiler.  If  such  a 
number  of  flues  are  not  removed,  but  the  interior  of  the  barrel  above  the 
flues  is  examined,  this  item  should  give  the  condition  of  the  interior  of 
the  barrel  above  the  flues.  For  example,  "  Good  above  flues." 

Item  9  should  be  answered  "Yes"  or  "No." 

Item  10  should  give  the  condition  of  the  exterior  of  the  boiler,  if  suffi- 
cient lagging  is  removed  to  permit  a  thorough  inspection.  If  not,  the 
answer  should  be  "  Not  inspected." 

Note:  This  inspection  should  be  made  while  boiler  is  under  pressure. 

Item  11  should  be  answered  "Yes"  or  "No." 

Item  12  requires  two  answers,  each  of  which  should  be  answered  "Yes" 
or  "No." 

Item  IS  requires  two  answers;  first,  showing  condition  of  crown  stays; 
second,  showing  condition  of  stay  bolts. 

Item  14  requires  two  answers;  first,  showing  condition  of  sling  stays; 
second,  showing  condition  of  crown  bars,  as  far  as  can  be  inspected. 

Note:  If  boiler  is  not  equipped  with  either  sling  stays  or  crown  bars, 
the  answer  to  either  question  should  be  "None  used." 

Item  Jo  requires  two  answers;  first,  showing  condition  of  fire-box  sheets; 
second,  showing  condition  of  flues. 

Item  16  requires  two  answers;  first,  showing  condition  of  arch  tubes; 
second,  showing  condition  of  water-bar  tubes. 

Note:  When  arch  tubes  or  water-bar  tubes  are  not  used,  the  answer  in 
either  case  should  be  "  Not  used." 

Item  17  should  give  the  condition  of  throat  braces,  if  inspected.  If  they 
can  not  be  inspected,  the  answer  should  be  "Not  inspected." 


30 

Item  18  should  give  the  condition  of  back-head  braces,  whenever  it 
is  possible  for  these  braces  to  be  inspected.  If  not  inspected,  the  answer 
should  be  "Not  inspected." 

Item  19  should  give  the  condition  of  front-flue  sheet  braces  whenever 
tis  possible  for  these  braces  to  be  inspected.  If  not  inspected,  the  answer 
should  be  "Not  inspected." 

Item  20:  If  boiler  is  equipped  with  fusible  plugs,  should  be  answered 
"Yes"  or  "No." 

Note:  If  boiler  is  not  equipped  with  fusible  plugs,  the  answer  should 
be  "Not  used." 

Item  21  should  be  answered  "Yes"  or  "No." 

Note:  This  question  refers  to  all  steam  leaks  existing  in  the  boiler 
proper. 

Item  22  should  be  answered  "Yes"  or  "No." 

Item  23  should  show  the  pressure  at  which  each  safety  valve  is  set  to 
pop.  If  locomotive  is  only  equipped  with  two  safety  valves,  space  on 
report  for  third  safety  valve  should  be  filled  in  with  the  word  "None." 

Item  24  should  be  answered  "Yes"  or  "No." 

Item  25  should  be  answered  "Yes"  or  "No." 

Note:  This  item  refers  to  all  steam  leaks  other  than  those  existing  in 
boiler  proper. 

Item  26  should  show  pressure  applied  to  main  reservoirs  when  hydro- 
static tests  were  applied.  When  new  reservoirs  are  applied  for  which 
a  sworn  report  of  hydrostatic  test  has  been  furnished  by  the  builders, 
the  test  pressure  should  be  followed  by  the  words  "Builder's  test." 

Item  27  requires  two  answers— first,  showing  condition  of  brake  equip, 
ment;  second,  showing  condition  of  signal  equipment.  If  signal  equip- 
ment is  not  used,  the  answer  should  be  "Not  used." 

Item  28  should  be  answered  "Yes"  or  "No." 

Item  29  requires  two  answers— first,  showing  condition  of  draft  gear; 
second,  showing  condition  of  draw  gear. 

Item  SO  should  show  the  condition  of  driving  gear. 

Item  31  should  show  the  condition  of  running  gear. 

Item  32  should  show  the  condition  of  tender. 

Note:  This  item  to  cover  all  parts  of  tender  not  covered  in  items  27, 
28,  29,  and  31. 

GENERAL  INSTRUCTIONS   APPLICABLE    TO   BOTH 
MONTHLY  AND  ANNUAL  REPORTS. 

FORMS  1  AND  3. 

(a)  The  report  may  be  signed  and  certified  to  by  one  or  more  inspectors. 
If  one  inspector  has  personal  knowledge  that  all  the  work  shown  on  the 
report  has  been  performed,  he  may  so  certify;  otherwise,  each  inspector 


31 

should  sign,  in  which  case  each  should  indicate  before  his  signature  the 
number  of  the  items  to  which  he  is  certifying.    For  example: 
Form  Xo.  3.— Items  1  to  11,  John  Smith. 

Items  12  to  21,  William  Johnson. 
Form  Xo.  1. — Items  1  to  5,  John  Smith. 
Items  6  to  9,  Frank  Jones. 

(6)  Exhibits  3  and  5  show  how  reports  should  be  made  out  when 
signed  by  one  or  more  inspectors. 

(c)  The  officer  in  charge  must  know  that  work  has  been  properly 
done.    If  the  master  mechanic  or  general  foreman  has  such  knowledge, 
reports  signed  by  him  will  be  accepted,  otherwise  they  should  be  signed 
by  the  foreman  who  is  in  direct  charge  of  the  work  and  has  personal 
knowledge  that  it  has  been  properly  performed. 

(d)  Monthly  and  annual  reports  should  be  sworn  to  before  a  notary 
public  by  the  inspector  making  the  inspection.    The  officer  in  charge 
certifies  to  the  correctness  of  the  reports. 

(e)  It  is  desired  that  the  reports  be  filled  in  with  typewriter,  ink,  or 
rubber  stamp.    While  the  use  of  indelible  pencil  is  allowed,  typewriter 
or  ink  is  preferred. 

(/)  Reports  which  are  sent  in  to  take  the  place  of  ones  previously  filed 
but  which  were  incorrect  should  bear  the  notation  "Corrected  report'' 
at  the  top  of  the  report,  and  should  be  forwarded  to  the  Federal 
inspector,  unless  otherwise  advised. 

(g)  Such  words  as  "Safe"'  and  "O.  K."  should  not  appear  in  any 
answer  to  the  items  on  either  report.  The  answers  should  show  the 
exact  conditions  found. 

(ft)  Where  the  questions  require  the  condition  to  be  shown,  the 
answers  may  be  either  ''Good,"  "Fair,"  or  "Bad,"  and  the  following 
definitions  \villapplytothese  terms'. 

Good:  That  part  or  parts  have  no  defects  which  could  be  discov- 
ered by  a  reasonable  inspection. 

Fair:  That  the  part  or  parts  have  defects,  but  are  in  a  safe  and  suit- 
able condition,  and  not  in  violation  of  the  rules. 
Bad:   That  the  part  or  parts  are  not  i  n  a  safe  or  suitable  condition, 

or  are  in  violation  of  the  rules. 

(i;  It  is  not  required  to  have  the  affidavit  executed  on  the  report  filed 
in  the  railroad  company's  office. 

(j)  No  monthly  report,  Form  1,  will  be  required  for  the  month  in 
which  an  annual  report,  Form  3,  has  been  made. 


32 

OUT  OP  SERVICE  REPORT. 
(See  Exhibit  4.) 

(a)  Out  of  service  reports  may  be  filed  for  locomotives  which  are  out 
of  service  for  an  entire  calendar  month,  or  are  out  of  service  when  due 
forinspection  and  remain  out  for  the  balance  of  the  month. 

(&)  When  out  of  service  report  has  been  filed,  an  inspection  must  be 
made  and  report  filed  before  the  locomotive  is  again  returned  to  service. 

(c)  Out  of  service  report  should  not  be  filed  until  the  end  of  the  month 
for  which  it  is  to  cover.  They  need  not  be  sworn  to,  but  should  be 
signed  by  the  officer  in  charge. 

FINAL  REPORT. 
(See  Exhibit  6.-) 

(a)  When  a  locomotive  is  permanently  retired  from  service  on  account 
of  having  been  condemned,  scrapped,  or  sold,  a  final  report,  on  Form  3, 
giving  the  locomotive  number  and  the  boiler  number,  should  be  filed 
with  the  Federal  inspector.  This  report  is  to  be  certified  to  by  the 
mechanical  engineer  or  chief  mechanical  officer  and  when  filed  will  close 
the  record  for  the  locomotive  so  reported  and  further  reports  need  not 
be  filed. 

(6)  If  the  boiler  only  is  scrapped  or  otherwise  disposed  of  and  the  loco- 
motive continued  in  service  with  a  new  boiler,  the  report  should  show 
the  number  of  the  new  boiler  with  the  disposition  and  number  of  the 
old  boiler. 

(c)  Where  a  boiler  is  changed  from  one  locomotive  to  another,  such 
change  must  be  noted  on  the  report,  giving  the  locomotive  numbers 
and  boiler  numbers  involved. 


33 


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36 


37 


EXHIBIT  7. 


Specification  Card  for  Locomotive  No. 


Owned  by  — 
Operated  by. 


—  Railroad  Company. 
Railroad  Company. 


Builder's  No  of  Boiler 

ITront  tube   __          ..              Mlifk, 

Whwilmilt        

1st  course                                 "                       T  diam. 

Where  built 

td       "                                     "                             " 

Type  of  boiler                                .    . 

3d      "                                   "                        .   " 

Material  of  boiler  shell  sheet*  
Material  «f  r»»t«            .. 

Ma*..-  WbtnoMMM  an  aol  erliadrital  (in  iMid.  duottar  at 

IV-me  where  locitod 

Firebox: 

Grate  area  in  sq.  ft,     .  _ 

Thickness  of  sheet*- 

Height  of  lowest  reading  of  gauge  glass  above  crown 
•beet 

TnK,                     Crown                   «-?• 
Door                    Combustion  r>i»mh«7- 

Height  of  lowest  gauge  cock  above  crown  sheet  
Water-bar  rubes,  O.diam  thicknesi.,.  

•  Inside  throat  (if  tube  sheet  is  in  two  plecos}_  
External  firebox: 
Thicknessof  sheets—  throat              back  head 

Roof                                  sides 

DofTin  intide  diftm  

Safety  valve.: 

Mb        M».                *»»..                                             lOK 

Firebox  stay  bolU,  0.  diam  spaced  x  
Combustion  chamber  stav  bolts,  0.  diam  ._  
"        "      spaced  _x  
Crown  st&yd,  0.  dlaai.,  top  bottom  

Thickneas  of  sheet  ban  liner  
Were  yon  furnished  with  authentic  records  of  the 
testa  of  materials  used  in  boilerr  
Records  on  file  in  the  office  of  the  
of  the  Company 
show-that  the  lowest  tensile  strength  of  th»  sheets 
in  tire  shell  of  this  boiler  i?  : 
1st  course  _  _,..  pounds  per  sq.  in. 

Is  boiler  shell  circular  at  all  points? 

Crown-bar  rivets,  0.  diam.,  top  bottom  
•  «      «       "     spaced                       x 

If  shell  is  flattened,  state  location  and  amount  

Water  space  at  firebox  ring,  sides  _  _  
back                                .front  , 

Are  all  parts  thoroughly  stayed?  

Width  of  water  space  at  sides  of  firebox  measured  at 

««nt«r  line  of  boilet,  front  back  ._. 

Is  boiler  equipped  with  f  usiblo  pings  f  

Hake  working  sketch  here  or  attach  drawing  of  longitudinal  and  circumferential  seams  used  in  shell  of 
b«U«r,  indicating  on  which  coams  used,  tad  give  calculated  cfacieacy  o|  weakest  longitudinal  team. 


Tha  jnaiinnim  stresses  at  the  allowed  working  pressure  were  foUnd  by  calculation  to  ba  as  follows: 


Stay  bolts  at  root  of  thread Ibs.  persq.  in. 

Stay  bolts  at  reduced  section _ " 

Ciown  stays  or  crown-bar  rivets  at  root  of  thread  or 

smallest  section,  top  ....'. -' Ibs.  persq.  in. 

rown  stays  or  crowa-bar  rivets  at  root  of  thread  or 


Round  and  rectangular  braces Ibs.  per  sq.  in. 

Ousset  braces _  „ "      •'    "    " 

Shearing  stress  on  rivets  . _ "      "    "    " 

Tension  on  not  section  or"  plate  in  longitudinal  seam  of 
lowest  efficiency,  pounds  per  sq.  in 


Crown  stays  or  crow-a 
smallest  section!  bottom lb«.  peT  Bq.  in. 

Dimensions  and  data  taken  from  locomotive  were  furnished  by - 

Data  upon  which  above  calculations  wera  made  wire  obtained  from  drawing  No.  .- _ _ 

JatsJ._ ,' _.-  'turniehod  by ..Company. 


_ being  duly  sworn  says  that  ho  is  the  officer  who 

signed  tho  foregoing  specifieatiu-i,  tiat  he  has  satisuod  himself  of  the  correctness  of  ths  drawings  aul  data 
usod,  has  verified  all  of  the  calculations,  and  has  examined  tho  record  of  present*  condition  of  bcilor  dated 

^_ ,™anu  sworn  to  by  inspector  .- 

and  believes  that  the  design,  construction,  and  condition  of  Woibr  So.  „ renders  it  sii'a  for  a  worWnc 

pressure  of '. pounds  per  square  inch. 


Subscribed  and  sworn  to  before  m 
this  ...........  d»vof_  ...........   ,131 


Approredi 


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INSTRUCTIONS   FOR   PREPARING  FORM   19. 

Follow  paragraph  b,  rule  54. 

Describe  accurately  what  alterations  were  made. 

The  location  and  extent  of  cracks,  pitting,  corrosion, 
and  grooving  must  be  shown  and  dimensioned  unless  the 
defective  plate  is  removed. 

Drawing  must  show  whether  the  plate  underneath  patch 
was  removed. 

Report  must  state  whether  iron  or  steel  rivets  were  used. 

The  size  of  rivet  holes  must  be  given  as  well  as  the  size 
of  the  rivets. 

If  authentic  records  of  the  tests  of  material  used  in 
making  repairs  can  be  obtained,  the  lowest  tensile  strength 
as  shown  by  test  must  be  given;  otherwise  50,000  pounds 
for  steel  and  45,000  pounds  for  wrought  iron  will  be 
allowed  as  provided  by  rule  4. 

In  case  of  patches  applied  prior  to  July  9,  1914,  if  there 
is  no  authentic  record  of  the  date  when  or  the  shop  where 
the  alteration  was  made,  insert  the  word  " Unknown"  in 
the  proper  blank  spaces. 

It  is  not  necessary  to  report  patches  on  surfaces  sup- 
ported by  stay  bolts. 


K  £3 


e  £ 


3« 


YA  06595 


JVJ97 


THE  UNIVERSITY  OF  CALIFORNIA  LIBRARY 


